Automatic deceleration control device



1935. A. G. H VANDERPOEL 2,017,878

AUTOMATIC DECELERATION CONTROL DEVICE Filed April 10, 1954 Patented Oct.22, 1935 AUTOMATIC DECELERATION CONTROL DEVICE Albert G. H. Vanderpoel,Los Angeles, Calii., as-

signor of one-third to James OLaverty and one-third to David E. Seward,both of Los Angeles, Calif.

Application April 10, 1934, Serial No. 719,888

10 Claims.

My invention relates generally to carburetors and more particularly toan automatic deceleration control device for the conventional forms ofcarburetors, in order to materially increase the efliciency of thecarburetor in controlling the flow of fuel vapor to the intake manifoldof the internal combustion engine with which the carburetor isassociated.

The principal objects of my invention are, to provide the conventionalcarburetor with a secondary valve that cooperates with the main valve incontrolling the flow of fuel vapor through the carburetor and further,to provide an attachment wherein the secondary valve will beautomatically closed to cut off the flew of fuel vapor-through thecarburetor immediately following the decelerating action of the mainvalve of the carburetor, thereby preventing the vacuum that is built upin the intake manifold from sucking practically raw gas through thecarburetor into the intake manifold and the engine cylinders, whichaction produces an objectionable discharge of smoke and noxious gasesfrom the exhaust manifold of the engine.

A further object of my invention is, to provide a deceleration controldevice that is relatively simple in construction, inexpensive ofmanufacture and which is entirely automatic in operation.

With the foregoing and other objects in view my invention consists incertain novel features of construction and arrangements of parts thatwill be hereinafter more fully described andclaimed and illustrated inthe accompanying drawing in which:

Fig. 1 is an elevational view of a carburetor with which my improveddeceleration control device is associated and showing the same connectedto the intake manifold of an internal combustion engine.

Fig. 2 is an' enlarged front elevational view of the carburetor and thedeceleration control and showing the vacuum actuated means utilized forcontrolling the operation of the secondary valve drawing whichillustrates a preferred embodi-. ment of my invention, In designates aconventional carburetor, II the intake manifold of the engine with whichthe carburetor is associated and I2 a tubular member that connects thecarburetor with the manifold.

Extending transversely through the upper por tion of the tubular memberI2, is a shaft l3 and mounted thereon within tubular member i2, is adisc valve It.

Mounted on the forward end of shaft I 3, is a short crank arm IE, to theouter end of which is pivoted the end of a rod it that is actuated bythe conventional accelerator pedal or lever.

Arm I5 carries a screw I! that isadapted to en- 5 gage a stop lug l8that is formed on member 12 to limit the closing movement of the valveI4 and the opening movement of said valve is limited by 2. lug l9 thatengages stop lug l8 when valve It is swung into full open positionasillustrated in Fig. 5.

Screw I1 is adjusted so that when it engages stop l8, valve I4 isslightly open, as illustrated in Fig. 2, so as to permit suflicientgaseous fuel to pass from the carburetor to the intake manifold andpermit the engine to run at idle speed.

The construction just described is conventional.

Extending transversely through the lower portion of tubular member i2,is a shaft 20 and secured to the forward end thereof, is a short m 2|provided in its underface with a notch 22.

Projecting upwardly from arm 2|, is a short arm 23, to which isconnected one end of a retractile spring 24 and the other end thereofbeing secured to a pin or stud 25 that projects from member [2. r

Carried by shaft 20 within tubular member I2, is a disc valve 25, whichwhen occupying a position of approximately forty-five degrees relativeto a horizontal plane, completely closes the passageway through memberIZ (see Fig. 4)

Carried by the rear end of shaft20, is a short arm 26, in the outerportion of which is formed a slot 21. Carried by the rear end of shaftI3, is a short arm 28 and pivotally connected to the outer end of saidarm, is the upper .end of a link 29, the lower portion of which isbifurcated and carries a pin 30 that extends through slot 21. Aretractile spring 3|! connects the arms 26 and 28 and said springnormally tends to draw said arms toward each other (see Fig. 3). v

Mounted on a stud 3| that projects from member I2, just below shaft 20,is a finger 32, the upper end of which normally bears against the lowerportion of the side of arm 2| Just below the notch 22.

Connected to the lower end of finger 32, below the stud 3|, is one endof a rod 33, the opposite end of which is connected to a plunger 34 thatis mounted for sliding movement through one wall of a housing 35.

Arranged within the housing 35, is a flexible diaphragm 36 and the innerend of plunger 34 is connected to the center of this diaphragm.

The chamber within the housing on the opposite side of the diaphragm isconnected by suitably arranged tubular members 31 to the intake manifoldM and arranged within the housing on the opposide side of the diaphragmfrom the plunger 34, is an expansive spring 38. The tension of spring 38is greater than that of spring 24.

Under normal conditions or while the engine is running at idlespeed, theoperating parts of the carburetor and the attachment thereto occupy thepositions as illustrated in Figs. 1, 2 and 3, with the valves I4 and 25opened to such a degree as to permit sufiicient gaseous fuel to passfrom the carburetor into the engine cylinders to enable the engine toidle.

The usual spring associated with the accelerator rod I6, holds the screwll against stop l8 and spring 24 holds the end of arm 2| against finger32.

When the foot pedal or hand lever is actuated to pull accelerator rodl5, arm I is swung so as to impart rotary movement to shaft l3 and valvel4 carried by said shaft will be correspondingly swung into openposition to permit an increase in flow of gaseous fuel to the engine andthereby increase the speed thereof.

During this acceleration, arm 28 will swing downward and pin 30, carriedby the lower end of link 29, will move downward through slot 21 in arm26, which arm is held against swinging movement by the engagement offinger 32 against the lower end of arm 2|.

If acceleration is continued until lug H! on arm l5 engages stop Hi, thepin 30 in the lower end of link 29 will engage the arm 26 at the lowerend of slot 21 and swing the latter downward and consequently swingingsecondary valve 25 into full open position, as illustrated in Fig. 5,and thus a maximum volume of gaseous fuel is permitted to flow throughthe carburetor attachment to the engine so that the same runs at highspeed.

My .improved attachment is designed to function so as to entirely outoff the flow of gaseous fuel to the intake manifold of the engine whendeceleration takes place and particularly after the engine has beenoperating at high and intermediate speeds. When deceleration takes placeaccelerator rod It moves upward, thereby permitting valve M to return toits normal position under the influence of the spring associated withthe accelerator rod and as this movement takes place the pin 30 at thelower end of link 29 moves upward through slot 21 without impartingmovement to arm 25 and secondary valve 25.

Following sudden deceleration and the cutting oil of the gaseous fuel tothe intake manifold creates a substantial degree of vacuum within saidmanifold, which vacuum under present conditions or with the presenttypes of carburetors draws raw gasoline through the carburetor andintake manifold and as this raw gasoline is ignited in the enginecylinders it creates a substantial volume of smoke and noxious gasesthat are discharged through the exhaust pipe. This result is veryundesirable, particularly in the heavier types of vehicles used as motorbuses.

When deceleration takes place where my im proved carburetor attachmentis used, the vacuum produced in the intake manifold will act on flex- I;ible diaphragm 36 to draw the same toward the tubular connectionsleading to the intake mania fold, which movement overcomes theresistance offered by spring 38 and the plunger 34 moves in to thehousing 35 and rod 33 swings arm 32 upon its axis, thereby moving theupper end of said arm into the notch 22 and permitting arm 2| and shaft20 to swing under the influence of retractile spring 24, so thatsecondary valve 25 will be shifted into full closed position asillustrated in Fig. 4, thereby completely cutting off the flow ofgaseous fuel through the carburetor to the intake manifold.

As soon as the vacuum prevailing within the intake manifold is brokenand normal pressures prevail in said manifold, diaphragm 35 will returnto its normal position under the influence of spring 38, therebyswinging arm 32 on its axis and the upper end of said arm engaging thelower end of arm 2| will move the same and shaft 20 so as to returnsecondary valve 25 to its normal partly open position as illustrated inFig. 2.

Inasmuch as my improved carburetor attachment is effective in preventingraw gasoline from being drawn into the intake manifold and the cylindersof the engine immediatelysubsequent to deceleration action, thedevelopment of heavy smoke, noxious gases and fumes is prevented and amaterial saving of gasoline is effected, which means greater mileage forthe equipped vehicle during operation.

While I have shown the secondary valve arranged'to cooperate with themain carburetor valve by mechanical means, it will be understood thatthe secondary valve may be arranged to co- 4o operate with the mainvalve by suitable electrically operated means or by means actuated bygas or air pressure.

Thus it will be seen that I have provided a deceleration control devicethat is relatively simple in construction, inexpensive of manufacture,practically automatic in operation and which is very effective inperforming the functions for which it is intended.

It will be understood that minor changes in the size, form andconstruction of the various parts of my improved deceleration controldevice may be made and substituted for those herein shown and describedwithout departing from the spirit of my invention, the scope of which isset forth in the appended claims.

I claim as my invention:

1. The combination with a carburetor having a main valve for controllingthe flow of gaseous fuel through said carburetor, of a secondary valve10- cated in the outlet from the carburetor adjacent the main valvethereof operating connections between said valves whereby full openingmovement imparted to the main valve imparts opening movement to saidsecondary valve, means for holding said secondary valve normally inpartial open position'and means for imparting full closing movement tosaid secondary valve when said holding means is released.

2. The combination with a carburetor having a main valve for controllingthe flow of gaseous fuel through said carburetor, of a secondary valvelocated in the outlet from the carburetor adjacent the main valvethereof means connecting said valves whereby full opening movementimparted aomeve to the main valve imparts full opening movement to saidsecondary valve, a pin and slot connection in said valve connectingmeans, means for holding said secondary valve normally in partially openposition and means for imparting full closing movement to said secondaryvalve when said holding means is released.

3. The combination with a carburetor and the intake manifold of aninternal combustion engine to which said carburetor is connected, of amain valve in the connection from the carburetor to the manifold, asecondary valve in the connection from the carburetor to the manifoldoperating connections between said valves vacuum actuated meansconnected to the intake manifold and an operating connection betweensaid vacuum actuated means and said secondary valve.

4. The combination-with a carburetor and the intake manifold of aninternal combustion engine to which said carburetor is connected, of amain valve in the connection from the carburetor to the manifold, asecondary valve in the connection from the carburetor to the manifoldoperating connections between said valves and means actuated by thevacuum produced in the intake manifold when the flow of gaseous fuelthereto is decelerated for closing the secondary valve so as tocompletely cut off the flow of gaseous fuel from the carburetor to themanifold.

5. The combination with a carburetor and an intake manifold, of atubular connection between said carburetor and intake manifold, a mainvalve located in said tubular connection for controlling the flow ofgaseous fuel therethrough, a normally open secondary valve arranged foroperation in said tubular connection, operating connections between saidvalves means actuated by the vacuum produced in the intake manifold whenthe flow of gaseous fuel thereto is decelerated for holding saidsecondary valve in its normal open position and means for closing saidsecondary valve when said holding means is released.

6. The combination with a carburetor and an intake manifold, of atubular connection between said carburetor and intake manifold, a mainvalve located in said tubular connection for controlling the flow ofgaseous fuel therethrough, a normally open secondary valve arranged foroperation in said tubular connection connections between said valves,which connections include a spring and a pin and slot connection andmeans that is automatically actuated by vacuum produced in the intakemanifold when the flow of gaseous fuel from the carburetor to themanifold is decelerated for closing said secondary valve.

7. The combination with a carburetor and intake manifold, of a gaseousfuel duct leading from the carburetor to the manifold, a valve locatedin 5 said duct, automatically operating means that is actuated by thevacuum produced in the intake manifold when the flow of gaseous fueltherethrough is decelerated for holding said valve in partial openposition and means for causing said 10 secondary valve to close and cutofi the fiow of gaseous fuel from the carburetor to said intake manifoldwhen said vacuum actuated holding means is released.

8. The combination with a carburetor and in- 15 take manifold, of agaseous fuel conduit leading from the carburetor to the intake manifold,a valve arranged for operation within said conduit,

a spring connected to said valve and normally tending to close the same,means for normally 2 holding said valve in partially open position andmeans actuated by the vacuum produced within the intake manifold whenthe flow of gaseous fuel thereto is decelerated, for releasing saidvalve holding means to permit said valve to close.

9. The combination with a carburetor and an intake manifold, of agaseous fuel conduit connecting said carburetor and manifold, a pair ofvalves arranged for operation in said conduit for controlling the flowof gaseous fuel therethrough, an operating rod connected to one of saidvalves, operating connections between said valves whereby full openingmovement imparted to one valve by the actuating rod connected thereto,imparts full opening movement to the other -valve and 5 means actuatedby the vacuum produced in the intake manifold when the flow of gaseousfuel therethrough is decelerated for releasing one of said valves andpermitting the same to close.

10. The combination with a carburetor and an intake manifold, of agaseous fuel conduit connecting said carburetor and manifold, a pair ofvalves arranged for operation in said conduit for controlling the flowof gaseous fuel therethrough, an operating rod connected to one of saidvalves, operating connections between said valves whereby full openingmovement imparted to one valve by the actuating rod connected thereto,imparts full opening movement to the other valve and means actuated bythe vacuum produced in the intake manifold when the flow of gaseous fuelthereto is decelerated for permitting the other one of said valves tomove into full closed position.

ALBERT G. H. VANDERPOEL.

